Coincidental lock



March 4, 1930. E. v. RIPPINGILLE comclbunn Locx 'Filed Aug. 29. 1927 Patented Mar. 4, 1930 UNITED STATES PATENT OFFICE EDWARD V. RIPPINGILLE, OF DETROIT, MICHIGAN, ASSIGNOR TO DELCO-REMY COR- PORATION, 0F DAYTON, OHIO, A CORPORATION OF DELAWARE COINCIDENTAL LOCK eppiicauonmea August 29, 1927. serial No. 216,120.

This invention relates to a control device for an internal combustion engine. f

It is among the objects of the present invention to provide an anti-theft device for an internal combustion engine which will substantially prevent unauthorized operation thereof.

Another object is to provide a device by means of which the charge forming device of an internal combustion engine is locked upon the engine.

This object is attained'by providing a key operated member which controls the charge forming device and the ignitionvswitch of the internal combustion engine so as to render them both ineffective for engine operation.

Further objects and advantages of the present invention will be apparent from the following description,reference being had to the accompanying drawings, wherein a preferred embodiment of one form of the present invention is clearly shown.

In the drawings:

Fig. l is a fragmentary, part sectional view, showing the charge forming device connected with an internal combustion engine.

Fig. 2 is' a fragmentary sectional View showing the control device.

Fig. 3 is a fragmentary detail view show' ing the control device in position in which the rcharge forming device is rendered ineffective for engine operation. Y

Referring particularly to Fig. l, the numeral 2O designates the crank case of an internal combustion engine upon which is mounted a cylinder 21. Within a wall of the cylinder there is formed a passage 22, one end of which communicates with the interior of the crank case20, the other end being provided with an extending sleeve 23 secured to the cylinder in any suitable manner.

The charge forming device or carburetor 24 has a fuel mixture conduit 25 provided at its end with a flange 26 which is attached to a flange portion 27 of the engine intake manifold 28. 'Adjacent the flange 26 ofthe carburetor fuel mixture conduit 25 there is provided a tubular extension 29 which is adapted to fit over the sleeve 23. This tubular extension 29 provides a by-pass between the passage 22 communicating with the crank case of the engine and the fuel mixture conduit 25 of the carburetor, said by-pass being positioned above the ordinary fuel nozzle contained within the carburetor.

A lug 30 formed on the tubular extension 29 is adapted to receive a plug 3l, provided with a longitudinal passage 32 which passage aligns with an aperture 33 in the sleeve when the plug 3l is in position in the lug 30. One end of an armor conduit 34 extends into and is secured within an enlarged portion 35 of the passage 32. A Bowden wire 36 extends through the armor conduit 35 into and through the longitudinal passage 32 of the plug 3l and has a plunger 37 secured at its end, which plunger, as shown in Fig. 2, lies directly beneath the aperture in the sleeve 23 when the engine is in operation. However, as shown in Fig. 3, this plunger 37 is adapted to be movedup through said aperture so as to engage an extending lip portion 38 carried by throttle 39 so as to move said throttle into the position as shown in Fig. 3 against the effect of the spring 40, which tends to hold the throttle normally in closed position as shown in Fig. 2. The throttle 39 is supported upon a shaft 4l, and, as described, is adapted to shut off or o-pen the by-pass between the carburetor mixture conduit 25 and the passage 22. Then the plunger 37 is in the position as shown in Fig. 3,'it will be seen that the carburetor is locked'upon the sleeve 23, the construction of the tubular extension 29 being such, as to prohibit the removal of said sleeve from the engine while the plunger is so located.

'Fig 2 also illustrates the key controlled operating member and the ignition switch. In this figure, thenumeral 45 indicates a cylinder containing the ordinary lock-cylinder mechanism (not shown) which cylinder is slidably supported within a sleeve 46 secured in turn within the tube 47. is secured by means of a flange collar 48 and screws 49 to any suitable mounting plate 50. An insulating plug 51 supports the stationary contact ring 52 of the ignition switch, said insulating plug 51 being provided with a central passage through which ex- The tube Y tends the Bowden wire 36, one end of which is secured to the plunger 37 as has been described, the other end being attached to the lock-cylinder 45. Supported on the lock-cylinder and surrounding the Bowden wire is an insulating toggle member `53, the outer surface of which, intermediate '58 normally tends to move the locking cylinder 45 into a position as shown in F ig. 2. However, the operator may insert a key into the lock cylinder 45 and after operating` the key to unlock the lock-cylinder, may push the said cylinder into the sleeve 46 against the effect of the spring 48, thus causing the circular spring 57 to ride upwardly on the inclined surface and as soon as said spring rolls over the peak it will automatically roll down the inclined surface 54 toward the locking cylinder 45, thus causing the movable Contact collar 56 to move out of engagement with the stationary contact 52 and breaking the circuit. It will be understood that as soon as the locking cylinder 45 is moved out of the sleeve 46, a reverse action of the contacts will occur, that is, the circular spring member 57 will ride upwardly on the inclined surface and as soon as it reaches the peak on the sleeve 53, the spring will ride downwardly on the inclined surface 55, thus causing the movable contact to again engage the stationary contact 52 and consequently close the ignition circuit. The one end of the armor conduit 34 is attached and secured within a sleeve 60 which is slidably supported within the cup-shaped member 59 so that it can be moved into said supporting member but not entirely out of it, thereby permitting iexing of the armor conduit 34 without moving the Bowden wire 36, consequently preventing movement of the plunger 37 by the flexing of the flexible connections between the locking member and the plunger 37.

The operation of the device is as follows:

lhen the operator desires to lock the engine against unauthorized use, the keyv is inserted in the locking cylinder 45, turned and then the locking cylinder is pushed into the sleeve 46, thus, as has been described, moving the movable contact 56 out of engagement with the stationary contact 52 consequently breaking the ignition circuit. This same movement of the locking cylinder 45 will move the Bowden wire 36 upwardly into and through plug 3l thus moving the plunger 37 upwardly into and through aperture 33,

of sleeve 23, consequently moving the throttle 39 from the position shown Ain Fig. 2 to the position shown in 3. In this position of the throttle 39`engine suction willV lift no fuel mixture from the carburetor inasmuch as practically all the engine suctionl is in` communication with the crank case rof the; engine through the by-pass Vand passage 22,1'

thus the charge formingV deviceor carburetor is not sub]ected to engine suction.

rlhe device is rendered inaccessible by the provision of the armorA conduit 34 surrounding the Bowden wire control 36, the provision of the sleeve or tube 47 about the ignition switch-and the provision yof the car- Y within the scope ofthe claims which follow. Y

What is claimed is asfollows:

l.-A control device for an internal combustion engine having` a cylinder block and crank-case, the cylinder block being provided with Va passage communicating with the. crank-case; ar carburetor having a fuel mixture passage communicating with the combustion chamber of the engine; a by-pass providing communication between the fuel mixtureV and cylinder block passages; a throttle in said Vby-pass and a key controlled member for operating said throttle toycontrol the 0perativeness ofthe engine. t l

2. A control device for an internal'combustion engine having a cylinder block and crank-case, the cylinder block being provided with a passage communicating with the crank-case; a carburetor having a fuel mixture passage communicating with the combusti-on chamber of the engine; a by-pass providing communication between the fuel mixture and cylinder block passages; a throttle in said by-pass; a spring within the by-pass normally holding the throttle closed for engine operation; and a key controlled member for opening the throttle against the effect of the spring to render the engine inoperative.

3. A control device for an internal combustion engine having a cylinder block andfl crank-case, Athe cylinder block havinga passage communicating with the crank-case; a

sleeve extending from the cylinder block and Y. I

communicating with. said passage; a carburetor provided with a fuel mixture conduit communicating with the combustionchamber of the engine, said conduithaving atubular extension fitting upon thevsleeveproviding a Icy-pass connecting the fuel mixture con-` duit with the passage in the cylinder block; a spring closed throttle in said by-pass; and a key controlled member operable to extend through apertures provided in the tubular extension of the carburetor and the sleeve upon Which it fits and to open the throttle in the by-pass, for locking the carburetor to the cylinder block and rendering said carburetor ineffective for engine operation respectively.

4. A control device for an internal combustion engine, comprising in combination, a carburetor removably attached to the engine, means adapted to be operated into one position to render the carburetor ineffective and to l-ock it to the engine substantially to prevent its removal therefrom, and movable into another position to render the carburetor effective and to unlock the carburetor so that it may be removed from the engine, and a key operated lock in said means for controlling the operation of said means.

5. In a control device for an internal combustion engine having an intake manifold, the combination With a carburetor adapted to provide a proper fuel and air mixture for operating the engine; of means adapted to deliver an additional air supply to the carburetor to render the engine inoperative; and a key controlled device adapted concurrently to render the aforementioned means effective and to lock the carburetor to the engine.

6. In a control device for an internal combustion engine having an lintake manifold, the combination With a carburetor adapted to provide a proper fuel and air mixture for operating the engine; of a by-pass pipe on the carburetor removably attached to the engine and leading into the interior thereof, said pipe being adapted to deliver an additional supply of air to the carburetor to render the engine inoperative; a self-closing throttle valve in said pipe; and a key controlled device adapted to be operated concurrently to move the valve to open position and to lock the pipe to the engine.

7. In a control device for an internal combustion engine having an intake manifold, the combination With a carburetor having a fuel mixture conduit With two ports, one of which connects with the intake manifold, the other being removably attached to the engine and being in communication with the interior thereof; a self-closing valve in the port attached to the engine; and a key controlled device adapted to be operated concurrently to open the valve, Whereby an eX- cessive air supply is directed to the carburetor to render the engine inoperative; and to lock the conduit of the carburetor to the engine.

8. A control device for an internal oombustion engine, comprising in combination, a carburetor removably attached to the engine and having provisions for supplying a proper fuel and air mixture to the engine to operate said engine; a pipe connected with the carburetor and the interior of the engine for delivering an additional supply of air to the carburetor to render the engine inoperative; a self-closing valve in said pipe; means adapted to be operated into one position to open the valve for rendering the carburetor ineffective and to lock the carburetor to the engine to prevent its removal therefrom, said means being operable into another position to close the valve for rendering the carburetor effective and to permit removal of the carburetor from the engine; and a key operated device for controlling the operation of said means.

In testimony whereof I hereto aiix my signature.

'EDWARD V. RIPPINGILLE. 

